Internal-combustion engine.



W. HARPER, JR- INTERNAL CQMBUSTION ENGINE.-

APPLICATION FILED JUNE 10; 1907- RENEWED OCT- 30. 1912. I 1,189,564. Patented July 4,1916.

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Y W. HARPER, 1n. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JUNE 10. 190 7- RENEWED OCT- 30' I9l2- v mg eg; Patented July 4, 1916.

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W. HARPER, JR.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 10, 1901. RENEWED OCT. 30. I912.

1,1 89,56. Patented July 4, 1916.

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WILLIAM HARPER, on NEW BLootrrIE n, PnN sYIvaNIA, ASSIGNOB, BY mnsNE ASSIGNMENTS, or 'rHnnE-rENrHs ro HARPER ENGINEERING COMPANY, A con- PORATION on NEW roan, AND savEN-I'EN 'I s TO 'rno ms A. NEvINs, or nssr ORANGE, NEW JERSEY.

l NaEaNnn-coMnusrmN ENGINE.

Specification of Letters Patent.

Application filed-Jame 10, 1987, Serial No. 373,147. ReneWedOctober 30, 1912. Serial No. 728,728.

To all whom it may 0mm Be it known thatl, WILLIAM HARPER, $12,

a citizen ofthe United States ofAmerica, and a resident of New Bloomfield, Perry This invention relates particularly to the means for charging oil to an internal combustion engine and insuring the intimate mixture of the oil with air in-the power chamber.

@ne object of the invention is to utilize, particularly in a multiple engine arrangement in which the engines are in spaced phase, a portion of the compressed charge of each engine in the operation of the atomizer of at different engine, whereby the atomizer in each engine 'is intermittently operated i drawings, which form a part of this application, Figure 1 is an elevation of a battery of three two-cycle engines embodying my i11 vention, the crank cases for the engines being in section. Fig. 2 is a longitudinal section through one of the engines with the compression stroke at two-thirds point. Fig. 3 is a longitudinal section through one of the engines showing the piston at the lowest point of the stroke. 'Fig. 4 is a section through the wall of an engine cylinder drawn to larger scale and showing the atomizer nozzle at widestopen adjustment for. an admission. Fig. '5 'is a similar section showin the atomizer nozzle adjusted for restricte the deflector plate. Flg. 71s a transverse section through the power chamber of an 7 engine on the line VII.VII of Fig. 3. Fig.

8 is a transverse section through the cylinder forming the main and the auxiliary co airflow. Fig. 6 is a plan view of larger .internal diameter and tandem with the first cylinder, there being a step c at the point of juncture of the two cylinders owing to. their difference in diameter. Both cylin- "ders are traversed by a hollow piston consisting of a head a? fitting the smaller cylinder, and a head e fitting the larger cylinder. A connecting rod f connects the piston with the crank of the crank-shaft g of the engine. The larger cylinder is closed, in effect, at the bottom by the crank-case it. Three chambers are formed by the cylinders and piston: above the piston and in the smaller cylinder is formed the power chamber; below the piston and in the larger cylinder and in the crank-case is formed the main compression chamber, which also takes in the crank-case space and the interior of the piston; and between the wall of the piston inthe" larger-cylinder is formed compression chamber.

Air tor the engine is drawn into the main compression chamber through rotary valves an annular 2' carried by the crank-shaft which open compression chamber through a check valve Z set in one of the clearance spaces. Ports m m at the lower edge of the rim of the piston come into communication with the clearancerspaces when the piston nears the upper point of its'stroke and permit the escape of the compressed air to the interior of the rrnn stares PATENT W Patented July a, rare. I

termediate of its two heads and the wall of A edge of the rim of the piston serve to direct the inrushing air upwardly to the top of the chamber in the piston. Three ports 0 0' o open into the power chamber of the smaller cylinder when the piston is at the lowest point of its stroke, they being at other times covered by the. piston. A passageway p leads from the main compression chamber through the crank-case to these ports. An oil nozzle q is located opposite the middle of the three ports and sprays 011 into the draft of the incoming charge to the power chamber. The oil is delivered to the nozzlethrough a hollow feed shaft 1' which is revolved in synchronism with the crank-shaft,

and is supplied with oil through a pipe 8. The oil nozzle lies within a nozzle t to which air is supplied under pressure at the proper moment when the ports are, uncovered by the piston, and the oil is thereby atomized and directed into the .power chamber.

To secure the air for atomizing under pressure at the proper moment, advantage is taken of the usual multiple arrangement of engines of this type, operating in spaced re lation. A battery of three engines following each other at intervals of one hundred and twenty degrees of crank revolution is especially suited, since a charge of air under high compression may be drawn from the annular compression chamber at the two-- thirds pointv of an up-stroke, as shown in Fig. 2,- and conductedthrough a tube u to the atomizing nozzle of another engine, which at the same moment is at the lowest point of its stroke as shown in Fig. 3. In this way the annular compression chambers of the engines A A A are connected respectively to the atomizing nozzles of the engines A A and A. The air emerges from the nozzle through a circular apertu're surrounding the mouth of the oil nozzle. The exterior of. the oil nozzle is tapered and means are provided for adjusting the mouth of the air nozzle along this taper and thereby adjusting the width of the circular aperture. For this purpose the air nozzle is interiorly threaded at o and screws onto an enlarged part of the shank of the oil nozzle. This nozzle is exteriorly threaded at w and screws into the wall of the engine.

The threads are of the same pitch so that on rotatin the air nozzle it screws into the engine as its screws ofi from the oil-nozzle shank, thereby effecting the adjustment without changing the position of the oil nozzle or disturbing the alinement of the hollow' shaft. The atomized oil with the air from the passageway leading from the main compression chamber and through the middle port, forms a rich mixture which is blown against the middle upwardly curved section m of a deflector plate mounted-on the piston head. This plate is hot and Vaporizes any oil particles which may fail of proper comminution by the atomizer. The deflector plate has laterally curved sections w w 1 at either side of themiddle section and opposite the two ports on either side of the port containing the nozzle. These laterally curved sections deflect the air from the side ports into the rich mixture from the cen- 7 tral port andthe three streams are thereby combined and directed upwardly into the power chamber. Exhaust ports 3 y are 10- catedQin the walls of the power chamber where they will be uncovered at .the proper 1 time by the piston. a

The engine is water-jacketed, but to prevent undue cooling by the water, round wire 2 is coiled about the cylinder. Thesmall spaces between the wire and cylinder be- 1 come filled'with steam and heat is therefore removed by the water indirectly from the cylinder wall, and only as fast as it can be conducted from the cylinder wall through its point oi. contact with'the'wire and by 1 the steam which forms and becomes trapped in the triangular spacesbetween the coils and the wall of the cylinder.

- In operation each engine draws in charges of air or mixture, as may be desired, to the 1 main compression chamber and the annular compression chamber, combines these charges and transfers them to the power chamber, as set forth in my application for Letters Pat! ent of the United States Serial No. 347,430, I filed December 12, 1906, andvin addition, a portion of the compressed charge, usually of air, in the annular compression chamber of each engineis taken to the atomizer of another engine as above'set forth.

The atomizer brings the charge up to the desired degree of enrichment, and. the charges which are drawn into the compression chambers are preferably kept lean so that they will not be prematurely fired. I

What I claim as new and desire to secure by Letters Patent of'the United States is:

1. The combination of a plurality of in ternal' combustion engines operating 7 in spaced phase, each engine being provided I with an atomizer for supplying a charge thereto and an air compression means, and connections between the atomizer of each engine and the air compression means of a difierent engine, substantially as described. I

= ton fitting both cylinders and forming a seventh day of June, 1907.

3. The combination of three internal comatomizer of each engine and the compression m bustion engines operating in spaced phase, chamber of a difi'erent engine, substantially each engine comprising tandem communicatas described.

ing cylinders of different diameters, a pis- Signed by me at New York, Y1, this power chamber in the smaller cylinder and WILLIAM HARPER, JR. an annular air compression chamber between Witnesses: the Walls of the piston and the Walls of the SAMUEL W. BALCH,

largencylinder, and connections between the HUGH H. SENIOR. 

